Gas producer system



Nqv. 28, 1944; URQUHART 2,363,708

GAS PRODUCER SYSTEM Original Filed Oct. 11, 1935 3 Shets-Sheet lillllllmlllllil} ATTORNEY NOV. 28, 1944. URQUHART GAS PRODUCER SYSTEMOriginal Filed Oct. 11, 1935 3 Sheets-Sheet 2 V E N TO R KEN/VET u(MOO/MR7 3x Bax m sq 3 3e 5 v bx 9% g .3

BY ffiflf M,-

ATTO R N EY Nov. 28, 1944.

K. M. URQUHART GAS PRODUCER SYSTEM 3 Shets-Sheet 3 Original Filed Oct.11, 1935 Mk NR km INVENTOR lffAWfT/l ll- 0/? owmr ATTORNEY Patented Nov.28, 1944 ICE GAS Pnonucnn SYSTEM Kenneth M. Urquhart, New York, N. Y.

Continuation oi application Serial No. 44,564,

October 11, 1935. This application Februaryv 28, 1941, Serial N0.381,292

24 Claims. This appllcation is a continuation of my copendingapplication s. N. 44,564, filed October 11, 1935. r

This invention relates to a system for producing combustible gases,motive power, or combustible gases and motive power simultaneously.

More particularly, the invention relates to a gas producer system inwhich a finely divided solid fuel is caused to react with oxygen in thecylinder of an internal combustion engine to form a combustible gashaving a high carbon monoxide content, the power developed byreciprocation of the piston inthe cylinder being utilized both withinand without the system.

Gas producers constructed and operated in ac-' cordance with theprinciples of my invention are especially adapted for use in isolatedlocalities such as farms in sparsely settled districts, where there ismravailable source oi power or energy such as gas mains or powerlines.Such localities usually have available large supplies of solid fuels ofrelatively low B. t. u. content such as cotton stalks, corn stalks, hay,wood, peat or lignites.

I have found thatsolid fuels of low B. t. u. content which are notusually considered adaptable for use in power generating devices, may bepowdered or finely divided and utilized efliciently in agas and powerproducing system embodying the principles of my invention. As a result,a cheap source of combustible gas and power is made available foroutlying farms and otherisolated localities whereby modern heating,lighting,

household and commercial apparatus may beused without the necessity ofinstalling expensive pipe lines orpower transmission systems.

Although-my invention is especially adapted to be embodied in smallunits for isolated localities, it can also be used efliciently as asource of combustible gas and power for a small com munity. Gas mainsand power lines extending from a central power plant to nearbycommercial and domestic users can be readily and cheaply installed, andwhen a large supply of low grade solid fuel is available at small costthe system will be found more economical than when the power and fuelare obtained'from other sources.

My invention is also especially useful where large quantities of highgrade fuel, such as coke and coal, are available, for example, at coalmines where. screenings and powdered coal are available in largequantities. Fuel of this nature may be readily and eiliciently convertedinto power and combustible gas by means of apparatus embodying myinvention. The power and combustible gas may be conveyed by pipe linesand the like to nearby towns and cities.

An object of my invention is to provide apparatus which will produce acombustible gas efiiciently and economically.

Another object of the invention is to provide apparatus in whicha'combustible gas is efiiciently produced by the partial combustion of asolid fuel.

' Another object of the invention is to provide apparatus in which afinely divided solid fuel of low B. t. u. value may be efliclentlyconverted into a combustible gas.

Another object of the invention is to provide apparatus in which acombustible gas is produced by the incomplete combustion of fuel in anexpansible reaction chamber and in which the power resulting from theexpansion ofthe gas is utilized.

Another object of the invention is to utilize an internal combustionengine as a producer of useable combustible gas.

Another object of the invention is to provide apparatus for pro-treatinga solid fuel so that it can be combined with oxygen in a reactionchamher to, generate a useable combustible gas without producing tarryderivatives.

Another object of the invention is to provide convertible apparatuscapable of being used as a producer of combustible gas for commercial ordomestic uses, or as an internal combustion engine to produce power.

Another object of theinvention is to provide a solid fuel, internalcombustion engine with means for keeping ash resulting from thecombustion of the solid fuel, out'of contact with the cylinder walls andother friction surfaces of the engine.

Another object of the invention is to generate a producer gas which hasa higher B. t. u. content than the producer gas generated in modernproducer gas systems.

Another object of the invention is to provide a producer gas system inwhich mechanical'power is added to the system to assist in theeconomical production and transportation of high pressure producer gas.

Another object of the inventionis to provide a self-contained,automatic, gas producer system adapted for use in isolated localities.

Other and more specific objects of and uses for the invention willbecome apparent upon reading the following specification and appendedclaims in connection with the accompanying drawings which illustrate anapproved form of apparatus embodying the invention.

Fig. 1 is a flow chart of a gas producer system embodying my invention.

Fi 2 is a view, partly in section, of the apparatus of my gas producersystem.

Fig. 3 is a plan view of the apparatus shown in Fi 2.

Fig. 3a is a sectional view of a modification of the governing systemillustrated in Fig. 3.

Fig. 4 is a plan view of the air impeller illustrated in Fig. 2.

Fig. 5 is a sectional view of a part of the reaction cylinderillustrated in Fig. 2.

Fig. 6 is a diagrammatic illustration of a modification.

My gas producer consists essentially of a reaction chamber in which thegas is generated, apparatus for supplying fuel to the reaction chamberand apparatus for treating and storing the combustible gas. Mechanicalpower obtained from the reaction chamber is utilized in a. suitablemanner.

' Any available solid fuel capable of being readily divided or broken upinto fine particles, may be used efficiently in my gas producer. It isnot necessary for the fuel to have a high B. t. u. content although ingeneral a richer gas may be obtained from a high B. t. u. content fuelthan from a low B. t. u. content fuel. Examples of the kinds of fuelthat can be used in my gas producer are com stalks, cotton stalks, hay,wood, peat, lignites, coal and coke.

Referring to the flow chart, Fig. 1, for a more detailed description ofmy gas producer system, a fuel hopper I contains a fuel feedingmechanism which feeds the finely divided particles of solid fuel to amixing chamber 2 where it is mixed with a small amount of air orsuitable gas. The fuel is then conveyed from the mixer 2 through a heatexchanger 3 to a fuel injector 4.

The mixture of air and finely divided fuel particles is compressed ininjector i and injected at regular intervals and in predeterminedregulated charges into a reaction chamber 5. The feed lines throughwhich the fuel is supplied from the hopper i to the reaction chamber areindicated at 6.

The reaction chamber 5 comprises an internal combustion engine. Itconsists of a cylinder, a piston movable in the cylinder, inlets forfuel and air, (or pure oxygen) and an outlet for the exhaust gaseswhich, in this case, constitute combustible producer gas. The richnessof the gas generated in the reaction chamber depends on the nature ofthe fuel and on other conditions to which reference will hereinafter bemade.

The combustible gas generated in reaction chamber 5 is exhausted througha pipe line 1 to a suitable storage tank a, being passed through theheat exchanger 3, a cooling system 9, and cleaning devices in and l I.

The piston of the internal combustion engine which constitutes thereaction chamber 5, is connected with a crank shaft I2 to which thepiston of the fuel injector 4 is also connected. A motorgenerator I: isconnected with the crank shaft. When the internal combustion engine isoperated the motor-generator l3 functions as a generator to convertmechanical power from the internal combustion engine into electricalenergy which may be supplied to a storage battery I4. The storagebattery may act as a source of electrical energy for starting andcontrolling operation of the gas producer system and as a source ofcommercial and domestic electrical energy.

A compressor l5 may also be driven from the case It of the internalcombustion engine through the air conduit l1. The compressed air is fedto the reaction chamber 5 from the crank case by means of air conduitl8. The compressor is used when it is desired to super-charge the fuelin the reaction chamber. It is not necessary to use compressor I5 whenthe system is operated at what may be considered average workingpressures as the air for combustion is compressed to the desiredpressure in crank case It and supplied through suitable valvingarrangements and air conduit Hi to the reaction chamber. Under someoperating conditions it is desirable to inject steam into the reactionchamber, a steam inlet is being provided for that purpose.

The apparatus illustrated diagrammatically in the flow chart, Fig. 1, isillustrated in detail in Figs. 2 and 3. The fuel hopper I has an upperpart 25 and a lower part 26. The upper part of the hopper acts as astorage space for the finely divided particles of solid fuel. The lowerpart 26 houses the fuel feeding mechanism.

The fuel feeding mechanismconsists of a worm wheel 21 and a worm 28which is driven in a manner hereinafter described. Worm wheel 21 ismounted in the lower part 26 of the fuel hopper with its axisperpendicular to the vertical axis of the fuel hopper. The lower part ofthe fuel hopper is shaped to conform with worm wheel 21 so that thepowdered fuel can not pass between the casing and the worm wheel. Worm28 is enclosed in a casing 29 which may be either a continuation of thehousing for worm wheel 21, or a separate housing. Casing29 is providedwith a passageway or conduit 30 which extends downwardly from worm wheel21 to a mixing chamber 2.

When worm wheel 21 is rotated by worm 28 particles of finely dividedsolid fuel from the upper part of the fuel hopper are carried in thespaces between the teeth of the worm wheel until they are strippedtherefrom and pushed into conduit 30 by worm 28 when it meshes with theworm wheel. The feeding mechanism maintains a steady and measured feedof fuel into the mixing chamber.

A spring member 3! secured to the fuel hopper at 32 is provided with aportion 33 adapted to knock against the side of the hopper. The free endof the spring 31 engages the teeth on the worm wheel and, as the wheelrotates, the end of the spring slides off each tooth and causes knocker33 to strike against the side of the hopper. The constant impact of theknocker against the side of the hopper jars the fuel down on to the wormwheel and causes the fuel particles in the upper part of the hopper tofillthe spaces between the teeth of the worm wheel.

While I have shown and described an approved form of apparatus forfeeding the particles of solid fuel into mixing chamber 2 at a steadyand predetermined rate it is to be understood that various other formsof fuel feeding mechanisms may be used in my gas producer system.

The fuel particles from conduit 30 are mixed in mixing chamber 2 with agaseous medium containing oxygen. The gaseous medium may be airintroduced through valve 34 located in one arm of a branched conduit 35,or a combustible gas introduced through valve 36 located in the otherarm of conduit 35, or a mixture of both. The mixture of fuel and gas iscarried from chamber 2 through conduit 31 to the heat transfer tubes 38of heat exchanger 3 where hot gases flowing forma tubular chamber 52throughthe outer tube heat the mixture of fuel and gas in the innertube.

As the mixture of fuel and gas is heated in r the heat exchanger themoisture in the mixture is vaporized and the fuel carbonized. Someoxidation of the fuel also takes place because of the oxygen in the gasor 'air which is mixed with the fuel. The oxidation of the fuel preventsit from becoming gummy and blockingthe conduit. It

also prevents the fuel from forming gummy deposits in the fuel injectorand reaction chamber.

After being heated in the heat exchanger the mixture of fuel and gas isintroduced into the cylinder of fuel injector 4 through a continuationof conduit 31. The mixture is drawn from mixing chamber 2 throughconduit 31 which is comparatively small in diameter, by suctiongenerated in'the cylinder of the fuel injector. A valve I5! is adaptedto be operated either automatically or manually to permit or prevent theflow of the mixture of fuel and gas to the fuel injector. The automaticoperation of the valve will be described hereinafter. If it is notdesired to pre-heat the fuel, the heat exchanger is bypassed by a.conduit 31a. The flow of fuel through the heat exchanger or throughby-pass .conduit 31a is controlled by a two-way valve 39.

Fuel injector 4 consists of a cylinder 40 having a cylinder head 4 I atone end thereof and a piston 42 movable therein. The piston is drivenfrom crank shaft I: through a connecting rod 43. A

fuel inlet port 44 is located in the side wall of i the cylinder. Thecompressed mixture is exhausted from the injector through a passage 45in the cylinder head, and a conduit 45, to reaction chamber 5. Theinstant at which the fuel is injected into the reaction chamber, isdetermined by a valve 41 actuated from a pivoted arm 48. v

Piston 42 includes a piston head" to which the connecting rod ispivoted, and a tubular portion 50 extendingfrom the piston head in thedirection of the cylinder head. Tubular portion Eli-fits snugly withinthe cylinder and is provided with piston rings in'the usual manner. Aport 5! in the'tubular portion is adapted to register with intake port44 when the determined position inits stroke. At all other times intakeport 44 is closed by the tubular portion 56. The tubular portion is ofsuch length that it extends beyond the cylinder head for all positionsof the piston. This construction prevents the fuel from coming incontact with the wall of the cylinder.

The cylinder head extends within the cylinder and is spaced from thewall thereof sufficiently to sufficiently large to portion of the pistonend of its compression The clearance between the piston and accommodatethe tubular when the piston is at the stroke.

the cylinder head at the end of the compression stroke is very small andthus a high compression is obtained in the cylinder. A cooling jacket53, such as a water jacket, surrounds the cylinder. A layer ofinsulating material 54 is preferably applied to the bottom of thecup-shaped piston and may also be-applied to the side walls.

Reaction chamber 5 into which the fuel is injected from the injector,comprises the cylinder of an internal combustion engine of the Dieseltype. Cylinder Gil is provided at one end with a cylinder head if and isconnected at its other end with a crank case 62 which also serves as thecrank case for the injector. A piston 63 reciprocates within thecylinder in the usual manpiston is at a precarbon-or ash deposits in thegrooves.

tween the inner ner. A connecting rod 64 connects piston 03 to crankshaft I 2 which is housed within. crank case The crank shaft is designedso that the stroke of the injector piston is about 15 degrees ahead ofthe stroke of piston 63.

Piston 63 is cup-shaped like the injector piston. It consists of apiston head portion 85 and a tubular portion 86 extending from the headpontion in the direction of the cylinder head. Insulating material 81 isarranged within the cupshaped piston to protect the walls and bottomthereof from damage by excessive heat and ash resulting from thecombustion of the solid fuel.

The insulation at the bottom of the piston is provided with a pocket toincrease the at the time the fuel is burning. A small recess is alsoprovided at a point on the periphery of the pocket directly below thenozzle to act as a defleeting surface for the fuel and gas Jetted intothe cylinder. Piston rings of any well known type are mounted on thetubular ton adjacent exhaust and inlet ports provided in the tubularpart near its These ports are adapted to register 10 and 1| incylinder.-

Cylinder head 6| is similar to the cylinder head of the injector. Itextends into the cylinder and is spaced from the inner wall thereof toform a tubular chamber 12 of just sufficient size to receive the tubularportion of the piston. Grooves 13 provided in the cylinder head, form aseal besurface of tubular projection 68 and the cylinder head. The sealis formed by In a modification, piston rings are inserted in the groovesin the usual manner. This arrangement differs from the usual engineconstruction in that the piston rings are mounted in'the stationary partof the engine, 1. e. the piston head.

The purpose of the seal between the cylinder head and the piston is toprevent ashes formed by the combustion of fuel in the cylinder fromgetting into tubular space 12. Any ashes or combustible gases Whichgetinto this tubular space are forced therefrom either by upward movementof tubular portion 66 or by supplying air under pressure to the top ofthetubular space through suitable ports or nozzles 14 or through aconduit or air duct I I0.

Conduit I l 0 extends from air supply conduit hereinafter described, toaport in the cylinder wall which is above and out of'linewith ports 10and 7 l. Conduit H0 furnishes air under pressure from crank case 62either for the purpose of blowing ashes or exhaust gases from tubularchamber 12 or to supply oxygen for the combustion of the fuel injectedthrough ports 14.

In some instances it may be desirable to inject a combustiblemixtureinto tubular chamber 72 through ports or nozzles 74 and to causecombustion of this mixture in the tubular chamber. Fuels satisfactory,for burning in the tubular chamber include light oils; petroleum gasesor gas from the reaction chamber. The expansion of 68 and 89 open end.with ports the gases resulting from the. combustion of the fuel, willforce back into the cylinder, anyashes which 'may have leaked into thetubular channel through the clearance between the inner surfaceadditional power may be derived from the action of the gas generated bythe combustion, against the end of the tubular portion of the piston.

Cylinder head 6i turbulence part of the pisis provided with glow plug I81- which is adapted to be heated from any available source of electricalenergy such as storage battery 14. The purpose of the glow plug is toinitiate combustion in the reaction chamber. After the apparatus hasbeen operated for a short period of time sufficient heat will begenerated within the reaction chamber to insure continued operation ofthe device.

In case the fuel being utilized is of extremely low B. t. u. content andit is desired to produce a, richer gas than that which can only beproduced from the low B. t. u. content fuel, additional fuel of muchricher B. t. u. content such as Diesel oil, petroleum gases and the likemay be injected into the reaction chamber through an expansion nozzle 11located in the cylinder head. The auxiliary fuel inlet nozzle 71 islocated at one side of a projection or ridge 18 on the cylinder head (oron the heat insulating material I9 applied to the cylinder head) and theexpansion nozzle 80 for conduit 46 is located at the other side ofprojection 18 adjacent the air inlet port ll. Projection 18 is of suchsize and shape as to divert the flow of air from the air intake towardthe bottom of the cylinder thus blowing the exhaust gases remaining inthe cylinder out through exhaust port 10.

If the engine is to be used with very quick burning fuel, or primarilyfor power production as distinguished from gas generation, theinsulating surfaces may be omitted from the cylinder head and the insideof the cup-shaped piston. metal surfaces of the piston and cylinder headwill then be formed with the same contours as the insulating surfaces.

As crank shaft l2 rotates, injector piston a2 is reciprocated. Intakeport 5! in the side wall of the piston lines up with port 6% in thecylinder wall at the end of the piston stroke, permitting the mixture offuel and gas from conduit 31! to be drawn through the aligned ports intothe cylinder. As the piston goes up the mixture of fuel and gas isstrongly compressed between the bottom of the cup-shaped piston and thehead of the cylinder.

Injector piston 32 has a stroke less than that of power piston 63 but itis secured to the same throw of crank shaft l2 and as cylinder isdisposed at an angle to the main power cylinder the injector pistonnecessarily reaches the top of its stroke several degrees ahead of thepower piston. Just before piston B2 reaches the top of its stroke, valve41 located in the headof cylinder 40' opens and permits expulsion of themixture of fuel and gas from the cylinder. As the piston starts down thevalve closes. At the bottom of the piston stroke ports M and M are againaligned permitting intake of another charge of fuel and gases.

Valve 41 is actuated by suitable mechanism deriving its motion fromcrank shaft it. An arm 48 is pivoted to a bracket suitably bolted to theinjection cylinder or supported in any other desired manner. The arm issuitably connected to an extension of valve 41 (see Fig. 3) and isadjustably connected by means of nuts 85 to pusher rod 86. The pusherrod is positioned by suitable grids and brackets aflixed, for example,to the main cylinder. A coil spring 81 is connected between the arm anda stationary part such as bracket 88. The lower end of rod 86 terminatesin a cam follower 89 of hardened metal positioned to contact a cam 90keyed to crank shaft l2, Coil spring 81 holds valve 4! in closedposition when not thrust open by the cam and pusher rod. Valve The 7 41is provided with a suitable stufflng box to prevent gas leakage aroundthe stem. The 'cam can be rotatably adjusted on the crank shaft tochange the instant at which the valve opens.

The fuel and gases expelled from the injection cylinder pass throughconduit 46 suitably externally insulated by tube 9|, to expansion nozzle80 located in the head of the power cylinder. At

' or of the piston and cylinder head. The temperature of the compressedair is dependent on the initial temperature of the air, the degree ofcompression, and the amount of heat absorbed from surrounding hotsurfaces of the engine. Glow plug 16 is provided to insure easy startingwhen the engine is cold. The reaction continues until the oxygen in theair compressed in the cylinder is combined with the carbon in the fuelto form a mixture of carbon monoxide and carbon dioxide. Whensufflcient'moisture is present, hydrogen may be generated inapprciable'quantities during the reaction. Other gases 'may be formeddepending on the composition of the fuel being used but their presenceor absence may usually be disregarded.

The reaction is completed by the time the piston reaches the end of itsexpansion stroke and the exhaust port 68 in the piston registers withthe exhaust port ill in the cylinder. The gases in the cylinder are thenexhausted through an exhaust manifold 92 to the pipe line or gas conduitl. The exhaust conduit is illustrated as being contained in the waterjacket 93 which maintains the cylinder at the proper temperature, but itcan be located outside of the water .iacket if desired.

Just after exhaust ports 68 and m register, the air inlet ports 69 and Hstart to register. This permits a charge of compressed air from thecrank case to be jetted into th cylinder when a valving arrangement(hereinafter described) connects conduit 15 to a source of compressedair. The air stream is deflected by projection 18 toward the bottom ofthe cup-shaped piston and it blows the exhaust gases remaining in thecylinder up to the exhaust ports and into the exhaust manifold. When theair is first introduced into the cylinder there is a slight reactionwith the outgoing producer gas. This tends to accelerate the exhaust ofgases from'the cylinder. By the time the stream of incoming air reachesthe exhaust ports the greater part of the exhaust gases have been blownout of the cylinder and the movement of the piston on its compressionstroke has closed the exhaust ports.

The amount of fuel and the volume of air introduced into the cylinderfor each cycle is predetermined so that the desired reaction will takeplace, the desired reaction being the partial combustion of the fuel togenerate the desired ratio of carbon monoxide and hydrogen to carbondioxide. Sufiicient air is introduced into the cylinder during eachcycle to insure that, all of the accanos carbon dioxide. This willdecrease the B. t. u.

content of the exhaust gas. Increasing the ratio of fuel to airwill-result ina less complete combustion of the fuel therebyincreasingthe carbon monoxide and hydrogen content and the B. t. u. value of theexhaust gas. The engine speed will tend to vary with the completeness ofcombustion, increasing as the combustion is made more complete anddecreasing as the combustion is made less complete. a

Adding a charge of an enrichenlng fuel through auxiliary nozzle ll tendsto decrease the com-- pleteness of combustion and to raise the B. t. u.

value of the exhaust gas. Lighter hydrocarbon gases are formed from theenrichening iuel through cracking reactions well known in the art. Thehigh 18. t. u. value of the enrichening iuel further raises the B. t. u.value of the exhaust gas.

The B. t. u. value oi? the-gas generated in the reaction chamber mayalso be raised by adding steam to the mixture injected into thecylinder.

The ratio of the B. t. u. value of the fuel converted into mechanicalpower in the engine, to the B. t. u. value of the fuel in the exhaustgas, may be controlled by injecting more or less steam into the reactionchamber, a larger amount of steam resulting in less mechanical power.'In a; preferred form of the invention, the steam is added to themixture of fuel and gas in the injector cylinder 40. The steam obtainedfrom any suitable source is introduced into cylinder Mi through a valvearrangement 95 and ports 43 and M. The steam supply may be controlled byan 01? and on valve 95 and a manually adjustable needle valve 96 forcontrolling the rate at which the steam is introduced into the cylinder.The steam is preferably superheated and supplied at a high'pressure.Suitable means are also provided for, supplying the mixture or fuel andgas to the injector under high pressure and a compressor it is providedfor supplying air at high pressure to the reaction chamber.

When the mixture of fuel, air and steam is in- J'ected into the reactionchamber the steam is broken down by the high temperature and highpressure into hydrogen and oxygen. The oxygen combines with the carbonin the fuel in the usual manner and the hydrogen is exhausted with theother gases. Some of the hydrogen may recombine with the oxygen to formwater vapor and some of the steam may not be broken down but thepresence of this moisture in th exhaust gas is not detrimental.

Crank shaft i2 is supported by suitable bearings in the crank case whichforms a. gas tight vessel capable of withstanding internal pressure orvacuum. The inside of the crank case is machined at the end of theengine away from the injection cylinder, to accurately fit the end andperipheral surfaces of a machined rotary disc lflil (see Fig. 4) whichis an integral part of crank shaft l2. The crank case is provided in itsend face adjacent the rotary disc, with a cut out portion over which airvanes are secured. This cut out portion forms an air inlet port which isadapted to align at certain times with axial inlet ports l ll cut inrotary disc I00. A passageway I02 extending from ports "H to outletports I63 til 1 ports llll is that of a rotary valve,

near the periphery of the opposite face or the rotary disc. Radialmembers separate the passageway I fll into a plurality of air ducts I04.The action of the inlet port in the ,crank case and -Whi1e duct". I actas an impeller hurling air'into the crank case.

Booster ducts I05 have an axial inlet I06 near crank shaft It in theface of the rotary disc and extend through the rotary disc to radialdischarge port I07. Ports it? are adapted to align with ports Hi8. Theaction of ports it! and MB is that of a rotary valve while ducts Hi5 actas an impeller to hurl air into air duct 15. There are four boosterducts we cut in rotary disc iilii. Duct I051: is provided with slots cutthrough the axial face of the rotary portion or the crank case cover.These slots are adapted to receive a thin rectangular metal strip I59which may be inserted into the slots and locked there by suitablelocking means. This strip is used to seal booster duct 005a when theengine is used as a gas generator. The duct is opened when the engine isto be used as a straight internal combustion engine.

When power piston 63 reaches the end of its expansion stroke, exhaustfuel gases are passing through aligned ports 68 and it into exhaustpassage 92. With pistons 63 and 632 at the bottom of their iii-strokesthe air in the crank case is ,under substantial compression. At thisinstant booster ducts EH5 in the rotary disc are in such position thatbooster discharge port Hula is in alignment with air duct ports 50% butmetal strip its is blocking the duct. As piston 63 starts on itupstroke; ports 68 and!!! begin to close. Before they are closed, portsit! of the booster ducts begin to register with ports m8 and compressedair from the crank case is hurled up the duct and through aligned ports(59 and it into the reaction cylinder.

After air inlet ports 6t and it, booster duct ports! 01 and air ductports it? are closed, compressed air is trapped in air duct it betweenports Hi8 and TI. The air is held in this duct until the piston hascompleted its compression stroke and has nearly returned to the end ofits expansion stroke at which time the end of the tubular portion of thepiston uncovers a port connected to air conduit or duct i ill. ConduitHE is connected to duct '55. The air entrapped in duct i5 is releasedinto the tubular space i2 where it blows ashes and exhaust gasescollected in the tubular space into the cylinder through the clearancespace between the inner surface of the cup-shaped piston and thecylinder head.

After booster duct ports lill' areclosed andpistons 63 and 32 continueon their upstrokes, a vacuum begins to be created in the crank casing.As the vacuum increases the axial inlet ports Hit of impeller ducts weregister with the varied. air inlet ports in the crank case, and air isdrawn into the crank case. This action continues until shortly afterpistons 63 and d2 reach the top of their upstrokes.

When the supercharger is used, compressed air from compressor i5 isintroduced into the crank case either directly or through the impellerand booster ducts. If the compressor is of the piston type it can besynchronized with the engine to inject the compressed air into the crankcase at the proper period in the engine cycle. Otherwise. valving isaccomplished by inlet ports I 0! in the same manner as when air is drawnin from-the atmosphere.

disc adlacent a cut out tween .the collar and the disc. The springpushes the disc toward the end of the shaft.

The flat face of disc IIB is held in frictional contact with the rim ofa speed governor wheel I2I by the thrust of spring I281. The governorwheel is keyed to an extension I22 of crank shaft I2 so that it is freeto move axially of the shaft but rotates with the shaft. A pair ofpivotedarms I23 pivotally connected to the hub of wheel I2I areresponsive to centrifugal force when the shaft and arms are rotated. Theother ends of the arms are pivoted to a collar secured to the shaft. Thehub of the governor Wheel adjacent pivoted arms I23 is threaded toreceive lock nuts I25 which form an adjustable stop for a coiledcompression spring I26. The hub of wheel I?! terminates in a flangelocated between fingers provided on a'manual control lever I28. Movementof the lever will cause the governor wheel I2 I- to be pushed orpulled'axially along shaft I22.

When the engine is rotating the action of centrifugal force causesradial movement of pivoted arms I23 causing the governor wheel to bemoved along the shaft against the bias of spring I26. As the speed ofrotation is increased the wheel is drawn nearer the engine, and as thespeed of rotation decreases the wheel is pushed away from the-engine bythe bias of the spring. The position of the wheel along shaft I22 forany speed of rotation, may be varied by changing the setting of locknuts I25.

The point of frictional contact between the rim of governor wheel I2Iand driven wheen H8 is varied as the governor wheel is moved axiallyalong shaft I22. The nearer the governor wheel moves towards the centerof the driven wheel,"

the faster the driven wheel moves with respect to the governor wheel.This change of speed is transmitted through gear box I I6 to fuel feedinworm gears 21 and 28.

Thus, when the engine is rotating and its speed increases, wheel I2I ispulled in towards the axis of driven wheel I I8, increasing the speed ofrotation of worm wheel 21 and consequently increasing the rate of fuelfeed much faster than the engine speed increases. This causes a largerquantity of fuel to go to the engine, decreasing the amount of powerdeveloped per power stroke and causing the engine to slow down. The heatvalue of the gas produced under these conditions is increased.

When 'the speed of the engine decreases, the governor wheel movestowards the rim of wheel I I8, causing the amount of fuel fed to theengine to decrease much faster than the engine speed decreases. Thedecrease in fuel increases the completeness of combustion and the powerdeveloped per power stroke, causing the engine to speed up. The heatvalue of the exhausted gas drops.

This action of increasing the amount of fuel fed to the engine to slowthe process and decreasin the amount of fuel fed to the engine to speedup the process is the reverse of the ordinary control of internalcombustion engines.

When it is desired to use the engine 1 91'9- duce power only and nocombustible gas, the governor mechanism is reversed on the shaft I22 asshown in Fig. 3a. The action of the governor on the fuel feedingmechanism is then reversed and follows the usual governing action of aninternal combustion engine, namely, feeding more fuel to increase theengine speed and less fuel to decrease its'speed.

The manual control lever I28 may be moved so that the fingers I21 willengage the flange on the hub of wheel I2I and move the governor wheel.Manual control of the fuel feed is accomplished in thi manner. If thelever is moved to push the governor wheel away from the engine, the fuelfeed will decrease in spite of the governor action, the fuel feed beingincreased when the lever is moved in the opposite direction. The fingersI2I are spaced apart so that they are out of contact with the flange onthe hub of wheel I2I when the manual control lever is in a neutralposition, permitting. the engine to be controlled by the governor.

The gas from the reaction chamber or cylinder 5 is discharged throughexhaust port 68 and I0 into the passageway leading to gas conduit I. Thehot gas flows through the conduit to the heat exchanger 3 where it flowsthrough the outer heat exchange tubes 38 in the opposite direction tothe flow of the mixture of fuel and gas in the inner tube. The hot gasis cooled by giving up its heat to the mixture of fuel and gas in theinner tube. The hot gas passes through gas conduit 1 to a cooling system9 and thence through a tangential separator I36, a filter I3I, conduitI32 and valve I33 into the base of an expanding flexible gas bag I34.Conduit I35 leads from the base of the gas bag to a pressure safety popvalve I36 which is adapted to release the gas pressure in the gas bagI34 if it becomes excessive for any reason. Gas conduit I31 connectedwith the base of the gas bag, supplies the gas used for floating thefuel particles in the mixing chamber 2. The gas is introduced into themixing chamber through valve 36. While I have shown a flexible gas bagit is to be understood that any other suitable kind of storage tank canbe used to store the combustible gas.

The gas to be used as a fuel is withdrawn from the base of the gascontainer through conduit I38, stop cock I39, pressure regulator I40 andconduit IM to the place of consumption. Attached to conduit I 4! ismanometer I4 Ia filled with mercury or a suitable liquid, so that thegas pressure may be read. Three calibrated Bunsen burners I42, I43 andI44 are connected to conduit I4I through suitable stop cocks. The Bunsenburners are adjusted to burn gas at a given pressure, which may be setwith gas pressure regulator I40. with a clear blue flame when the gashas a given B. t. u. heat content. For example, the first burner isadjusted to burn with a clear blue flame with B. t. u. gas; the secondBunsen burner is adjusted to burn with a clear blue flame with B. t. u.gas; and the third Bunsen burner showing a clear blue flame with 200 B.t. u. gas. If the B. t. u. value of the gas is higher than thatfor whicha given burner is adjusted, the flame will be yellow and smoky; if it islower, the burner flame will be very short, whistle or rumble, and

tend to strike back. If the gas has a B. t. 11.

value near the valve to which the burner is ad-- justed, a longclear-blue flame will result. The B. t. u. value of the" gas may beeasily and quickly estimated by trying the three burners in succes.sion. Loclrnuts I25 may then be adjusted to heat content gas.

asoavoe I -7.

govern the fuel feed so as to secure the proper By-pass conduit Iconnects conduit III with conduit I32. If valve I33 is shut and valveI46 is opened while the engine is running the Bunsen burners may be usedto determine the heat value of the gas before it mixes with the gaswhich may be in the gas container.

Flexible cable I60 is fastened to the top of bag I 34. This cable passesover a pulley secured to a cross arm supported by a column IN and thenover a second pulley secured to the column. A counter weight I52 securedto the end of the cable, rises and falls as bag I34 is'filled and.

emptied. Two triggers I53 and IE4 attached to the cable, are adapted tothrow weighted lever I pivoted to the cross arm and provided withsuitable stops secured to the cross arm.

The weighted lever IE5 is thrown first in one direction and then theother as triggers I53 and IM contact it alternately on one side and thenthe other. Cable I 56 which is attached to lever IE5, is secured to awheel on the shaft of valve Ifil which is in fuel conduit 37. The shaftof valve Idl is provided with a manual control handle and iscounterweighted to hold the valve open when it is not closed by theaction of lever I55. Also attached to lever I55 is cable I58 whichpasses over another pulley secured to column I5I. The other end of cableIE6 is secured to the lever arm of a conventional spring loaded electricstarting switch I55.

Motor-generator I3 is connected to storage battery It by means ofelectrical cables Ito and IIiI. A. conventional time overload cut outstarting switch I52 and an ordinary spring loaded switch I59 which isheld shut when the weighted end of lever I55 is moved away from columnIbl, are interposed in cable Itl between the motor-generator and thestorage battery. Load circuit I63 is attached 'to storagebattery It anddraws current therefrom. A branch I641 of cable I goes into, timeoverload cut out starting switch It? which is so made that when the mainswitch is cut out a small auxiliary switch connects branch IIS I withthe cable leading back to the storage battery thus lighting a smallwarning light I interposed in the cable. The warning light may be placedin any convenient location at some distance from the storage battery. Abranch cable connects cable Il'iii with one side of a resistance wireheater located in glow plug It in the head of the power cylinder. Theother side of the resistance wire heater is connected through anotherbranch cable and an interposed conventional reversed current cut out,with cable Iei.

When the generator is not running and gas is withdrawn from the gascontainer the bag contracts and drops, pulling down cable I 50 untiltrigger I5 3, contacts the bottom part of lever I55 and throws itagainst the stop. This releases cable I56 permitting the counterweightto open 7 fuel valve I ill in conduit 31. Simultaneously cable I58 isreleased allowing spring loaded switch I59 to close. Electric currentthen passes from the storage battery through time overload cut outswitch I52 and cables I60 and it'll to the motorgenerator.Simultaneously, current passes through branch cables to theresistancewire heater in plug I6 which quickly becomes red hot. Themotor-generator rotates the engine and the fuel governor wheelautomatically causes a suitable amount of fuel to be fed through thefuel conduit to the injector cylinder. At the proper time fuel isinjected into the power cylinder where the glow plug heated by theresistance wire heater initiates combustion. If the engine startspromptly the flow of electric current through cables I80 and I GI isquickly reversed and the battery starts charging. The reverse currentcut out alsopromptly reverses and shuts off, keeping current out of theresistance wire heater. The

exhaust'gas from the cylinder is rather low in heat value at first butthe fuel governor wheel automatically increases the proportion of fuelto air as the engine heat up and speeds up, thus increasing the fuelvalue to normal. The exhaust gas gradually fills the gas bag.

It for any reason the engine does: not start after a reasonable time thetime overload cut out starting switch I 52 trips and stops themotorgenerator. The auxiliary switch in switch I62 is thrown in whenswitch I62 trips causing current to flow from the battery through cableItid to light the signal light lot. This light stays on to show that theengine failed to start.

With the engine running, when the gas bag fills up, weight I52 dropscausing trigger I53 to contact and throw lever I55 away from columnIb'I. This exerts a pull on cable I56 shutting valve I5! and shuttingoff the flow of fuel to the in- Jector cylinder. Simultaneously, cableI58 pulls spring loaded switch I59 open. When the fuel supply is shutoff the engine promptly stops. If, for any reason, the fuel supply doesnot shut off the engine continues running until the pressure on the gasbag is high enough to pop the safety valve. The generator will then runidle, the gov:-

ernor wheel preventing over speeding with no generator load.

While I have shown and described my invention as being especiallyapplicable to a two stroke cycle engine is to be understood that it mayalso I have shown and described because of the valve Eli . isinjectedinto the cylinder through nozzle 2B5,

mechanism which is necessary in a four stroke cycle engine and which isnot required in a two stroke cycle engine, but it may be more desirablethan the two stroke cycle engine in certain installations.

A four stroke cycle engine is illustrated diagrammatically in Fig. 6.Cylinder 2% contains a cup-shaped piston 2M connected by connecting rod292 to a crank shaft 2533. Cylinder head 2% contains the fuel inletnozzle 2%. Air inlet conduit 2% and exhaust gas conduit till aresuitably connected to the cylinder. The details of this apparatus maybethe same as described and illustrated in connection with the twostroke cycle engine.

Suitable valves which may be of the poppet type, are located in each ofconduits 2&6 and 291 and in the fuel inlet nozzle or conduit 205. Thesevalves are indicated at 208, 299 and m. The valves are actuated by cams2H, ZIZ and M3 mounted. on a shaft 2M which may be connected the valvesand to cam followers cooperating with the cams.

The operation of the device is as follows: Fuel when valve 208 is openedat the end of the compression stroke. As the fuel is burned the pistonmoves toward the crank case end of the cylinder ward the head end of B.t. u. content, the combination of an onthe expansion stroke. At the endof that stroke valve 210 opens and gases are exhausted through conduit201. As the piston moves tothe cylinder the exhaust continues, suitablearrangements being made to exhaust gas from thecylinder through suitableports in the cup-shaped piston. Valve 2 it. closes at the end of theupstroke and valve .209 opens permitting air to be drawn into thecylinder through conduit 206 on the next down stroke of the piston.Valve 209 closes at the end of the down stroke and air in the cylinderis compressed on the upstroke or compression stroke of the piston. A newcharge of fuel is injected into the cylinder at the end of thecompression stroke and a new cycle is started.

While I have shown an approved form of apparatus embodying my inventionit is to be understood that various modifications and substitutions canbe made to different parts of the system without departing from thespirit of the invention, and that my invention is not to be limited tothe specific construction illustrated herein but only by the scope ofthe appended claims.

I claim:

1. -In a system for producing combustible gas by the partial combustionof a solid fuel of low expansible chamber in which the partialcombustion occurs, means including a pump, for forcing air and finelydivided particles of fuel into the expansible chamber, means for drivingsaid pump from a moving part of the expansible chamber, and a fuelfeeding mechanism for feeding measured charges of the finely dividedparticles of solid fuel to the pump.

2. In a system for producing combustible gas by the partial combustionof a solid fuel in an chamber device, the combination of a pistoncooperating'with said cylinder to form an expansible chamber, means forintroducing charges of solid fuel and air into said expansible chamber,means for causing partial combustion of said fuel in said expansiblechamber, means for varying the ratio of air to fuel for restricting saidcombustion to the extent that a combustible gas is exhausted from saidexpansible chamber, and a storage tank for said combustible gas.

3. A system for producing a combustible gas for domestic and commercialuses by the partial combustion of a solid fuel in the expansible chamberof an internal combustion engine, comprising a'cylinder constituting thereaction chamber, a piston in said cylinder, a source of finely dividedsolid fuel, means for mixing exhaust gas from said cylinder with saidfinely divided solid fuel, means for injecting the mixture of fuel andgas into said cylinder, means for introducing air into said cylinder ininsuflicient quantities to complete combustion of said fuel, means forcausing partial combustion of said fuel in said cylinder whereby acombustible gas is produced, a storage receptacle for said combustiblegas, a conduit extending from said cylinder to said storage receptacle,and a valve mechanism actuated by said piston for controlling the fiowof combustible gas through said conduit.

4. In a system for producing a combustible gas for domestic orcommercial uses by th partial combustion of carbonaceous fuel in aninternal combustion engine, the combination of a cylinder, a piston insaid cylinder, means for introducing fuel into said cylinder in equa1portions at regular intervals, controllable means for introexpansiblecylinder, a

support ducing air into said cylinder in proportions such as to precludecomplete combustion of said fuel, means for causing partial combustionof said fuel in said cylinder whereby a gas containing suflicientquantities of carbon monoxide to be com bustible is obtained, a storagereceptacle for said combustible gas, and a valve mechanism forcontrolling the fiow of combustible gas from said cylinder to saidstorage receptacle.

5. In a system for producing a combustible gas by the partial combustionof a solid fuel inan expansible chamber, the combination of an engineincluding a cylinder, a piston cooperating with said cylinder to formsaid expansible chamber, means for conveying power from said piston to aload, a source of finely divided solid fuel, means for heating saidfuel, means for introducing said heated fuel under pressure into saidexpansible chamber, separate means for supplying air to said chamber,means for insuring incomplete combustion of said fuel in said chamberwhereby a combustible gas is formed, means for cooling said gas, and astorage tank for said gas.

6. The method of generating a combustible gas by the partial combustionof a solid fuel in an internal combustion engine, which comprises mixinga finely divided solid fuel with a gaseous 7 medium containinginsufficient oxygen for complete combustion of said fuel, heating themixture, compressing the heated mixture, introducing the compressedheated mixture into the cylinder of said internal combustion engine,introducing compressed air into said cylinder in amounts insufficient toproduce complete combustion of said fuel, causing partial combustion ofsaid fuel in said cylinder, exhausting the gaseous products of saidpartial combustion from said cylinder, utilizing said gaseous productsto heat said mixture of finely divided solid fuel and the gaseousmedium, storing said gaseous products, and utilizing the mechanicalpower generated by said internal combustion engine.

7. An internal combustion engine gas producing system comprising acylinder, a piston having a tubular portion fitting snugly within saidcylinder, a cylinder head extending into said cylinder and spacedtherefrom to form a tubular chamber just large enough to portion of saidpiston, a source of finely divided solid fuel, means for heating saidfuel, a conduit for conveying said heated fuel under pressure to saidcylinder through said cylinder head, said conduit terminating adjacentsaid tubular chamber, means for insuring incomplete combustion of saidfuel in said chamber, a port in said cylinder adjacent the inner end ofsaid cylinder head for withdrawing the gases of said incompletecombustion, and a storage tank for said gases.

8. A system for producing combustible gas by the partial combustion of asolid fuel in an internal combustion engine, comprising a cylinderhaving a piston therein, means for introducing measured quantities ofair and solid fuel divided into small particles into said cylinder,means controlling the proportions of fuel and air introduced int o saidcylinder whereby incomplete combus tion of said fuel and the productionof a combustible gas having the desired B. t. u. content is insured, avalve system constituted in part by said piston for controlling theexhaust of said combustible gas from said cylinder, a storage tank forsaid gas, and means associated with said storage tank for indicating theB. t. u. content of said gas.

9. A system for the production and storage of a combustible gas fordomestic and commercial accommodate the tubular action, a storagchamber, means for introducing equal charges of said solid fuel intosaid reaction chamber at regular intervals, means for introducing airinto said reaction chamber in insufficient quantities to supportcomplete combustion of said fuel, means for causing partial combustionof said fuel in said reaction chamber whereby .a combustibl gas isproduced, a storage receptacle for said combustible gas, a conduitextending from said reaction chamber to said receptacle, and a valvemechanism for controlling the flow of gas through said conduit.

10. In a gas generator adapted to generate a combustible gas by theincomplete combustion of fuel in the presence of air, the combination ofmeans for applying a pressure materially higher than atmosphericpressure to said fuel, means for applying a pressure materially higherthan atmospheric pressure to said air, a reaction chamber, means forintroducing theme] and the air separately into said chamber at theirrespective high pressures in such proportions as to insure incompletecombustion of said fuel, means for exhausting from said reaction chamberat a high pressure the combustible gas resulting from said incompletecombustion, and a storag receptacle for said. combustible gas.

11. A system for producing combustible gas for domestic and commercialuses, comprising a reaction chamber, mean for introducing a solid fuelinto said chamber. separate means for introducingair into said chamber,means for insuring tion engine adapted applying pressure to a mixture ofsaid-fuel and a gaseous medium, means for producing still furtheroxidation and gaslfication of said fuel by causing auto-ignition andpartial combustion thereof, and means for storing the gaseous productsof said partial combustion.

15. The method of producing a combustible gas from a finely dividedsolid fuel of low B. t. u. content in a system including an internalcombusto operate on the Diesel cycle, comprising the steps of (1) mixingthe particles of said solid fuel with a gaseous medium, (2) producingpartial oxidation of said fuel by applying pressure to said mixture offuel and gaseous medium in an inclosure other than the combus tionchamber of said internal combustion engine, (3) producing still furtheroxidation and gasiflcation of said fuel by causing auto-ignition andpartial combustion'thereof in said internal combustion engine, and (4)exhausting the gaseous products of combustion from said engine.

16. Th method of producing combustible gas comprising combining finelydivided particles of a reaction in said chamber whereby said fuel isconverted into both carbon dioxide and carbon monoxide, means forintroducing' a combustible fluid into said reaction chamber to raise theB. t. u. content of the gas formed by said rereceptacle, and mean forexhausting the gas from said reaction chamber into said storagereceptacle.

12. The method of producing a combustible gas from a solid fuel in asystem including a preheater, a fuel injector and an internal combustionengine, comprising the steps of (l) drying said solid fuel and producingsome oxidation thereof by applying controlled heat to the fuel in saidpre-heater, (2) producing further and an accelerated oxidation of saidfuel by applying pressurethereto in said injector, (3) producing stillfurther oxidation and gasii ication of said fuel by causing the partialcombustion thereof in said internal combustion engine, and (4)exhausting the gaseous products of combustion from said engine.

13. The method of producing a combustible gas from a finely dividedsolid fuel in a system including a pre-heater, a fuel injector and acombustion device operating on the Diesel cycle, comprising the steps of(l) drying said fuel and producing partial oxidation thereof by applyingheat to said fuel in said pre-heater, (2 producing further and anaccelerated oxidatioh of said fuel by combining said fuel with a gaseousmedium and increasing the pressure thereof in said injector,

(3) producing still further oxidation and gasifik further andaccelerated oxidation of said fuel by a low B. t. u. content solid fuelwith insufiiclent oxygen for the complete combustion of the fuel,causing partial combustion of said fuel in the combustion chamber of aninternal combustion engine, utilizing the power developed by saidpartial combustion for operating said internal combustion engine and thefuel feeding mechanism, utilizing heat from said partial combustion topreheat said fuel, and exhausting the gas pro duced by said partialcombustion from said internal combustion engine into a storage tank.

17. The method of producing a combustible gas from a finely dividedsolid fuel of low B. t. u. content in the combustion chamber of aninternal combustion engine which comprises, introducing charges of equalamounts of said solid fuel into said combustion chamber at regularintervals; introducing air into said combustion chamber in insulficientamounts to, permit complete combustion of said solid fuel, whereby acombustible gas is produced, and varying the proportion of air to fuelto control the richness of said combustible gas.

18. A system for utilizing a normally waste .product consisting of a lowgrade fuel for the purposes of developing power and producing acombustible gas comprising a charge-forming device capable of treatingsaid low grade fuel to produce an explosive mixture, an internalcombustion engine capable of operating on said explosive mixture in amanner whereby a considerable part of said fuel is not consumed but isconverted into a combustible gas, and purifying and storing means forsaid combustible gas.

19. A gas producer system comprising an engine including an expansiblechamber, a piston,

operating in said chamber, a, power generator operated'from said piston,means for storing power generated by said generator, a source of finelydivided solid fuel, a fuel feeding mechanism, a governor for controllingsaid mechanism, means for mixing a gaseous medium containing oxygen withsaid solid fuel, means for heating said mixture, means for su plyingsaid heated mixture under pressure to said chamber, means for supplyingadditional oxygen to said chamber. means for varying the ratio of fuelto oxygen in said chamber for insuring incomplete combustion of the fuelin said chamber whereby usable combustible gases are formed, gases, a.storage tank for for automatically starting said gases, and means andstopping operation means for cooling said generate power underpredetermined conditions.

20. The method of producing a combustible gas from a finely dividedsolid fuel of low B. t. u. con-,

tent in the combustion chamber of an internal combustion engine whichcomprises introducing charges of said finely divided solid fuel intosaid combustion chamber, introducing air into said combustion chamber ininsufficient amounts to ermit complete combustion of said solid fuel,causing partial combustion of said solid fuel to occur whereby acombustible gas is produced, and introducing steam into said combustionchamber.

21. A system for producing combustible gas by the partial combustion ofsolid fuel comprising an expansible chamber, means for introducing saidsolid fuel into said chamber, means for introducing steam into saidchamber, means for introducing only sumcient air into said chamber forpartial combustion of said solid fuel and means for causing partialcombustion of said solid fuel in said chamber.

22. A gas producer comprising a reaction chamber, a mechanism forsupplying a carbonaceous material to said reaction chamber, and a deviceresponsive to the rate of operation of said reacasesaoa tion chamber,for increasing the amount of carbonaceous material supplied to saidreaction chamber when the rate of operation of said reaction chamberincreases.

23. A combustible gas producing system'comprising an expansible chamberdevice having a movable part, means for feeding a carbonaceous materialto said expansible chamber, a shaft rotated from said movable part, anda speed responsive device driven from said shaft and operating toincrease the rate at which said carbonaceous material is fed to saidexpansible chamber device as the speed of rotation of said shaftincreases.

24. A gas producer comprising an internal combustion engine, means forfeeding fuel to said engine, means for insuring incomplete combustion ofsaid fuel in said engine, a speed responsive device operated from saidengine, and means actuated by said speed responsive device forincreasing the rate at which fuel is fed to said engine as the speed ofthe engine increases, until a predetermined engine speed is reachedwhereupon the fuel feeding means is stopped.

KENNETH Ma URQUHART.

